Railroad-crossing and switch for same.



No. 707,604. Patented Aug. 26, I902.

' c. LEIENDECKEB.

RAILROAD CROSSING AND SWITCH FOR SAME.

(Application filed Apr. 12, 1901.) (No Model.) 2 Sheets-SheetW1TNESS%;::' a] Z gVENTOR. {1% v v d w J ,4 TTORNE Y.

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No. 707,604. Patented Aug. 26, 1902.

c. LEIENDECKER;

RAILROAD CROSSING AND SWITCH FOB SAME.

(Application filed Apr. 12, 1901.)

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Miran STATES PATENT OFFICE.

CHARLES LEIENDEOKER, OF LAWRENOEBURG, INDIANA.

RAILROAD-CROSSING AND SWITCH FOR SAME.

SPECIFICATION formingpart of Letters Patent No. 707,604, dated August26, 1902.

Application filed April 12, 1901. Serial No. 55,444. (No model.)

Be it known that 1, CHARLES LEIENDECKER, a citizen of the United States,and a resident of the city of Lawrehceburg, in the county of Dearbornand State'of Indiana, have invented certain new and useful Improvementsin Rail-- road-Crossings and in Switches for the Same, of which thefollowing is a specification.

The several features of my invention and the various advantagesresulting from their use conjointly or otherwise will be apparent fromthe following description and claims.

In the accompanying drawings, making a part of this application, Figure1, Sheet 1, represents in perspective a railroad-crossing and switchillustrating my invention, the switch being closed and adapting onetrack of the crossing to be used. Fig. 2, Sheet 1, represents inperspective the same crossing and switch, the latter being open andadapting the other track of the crossing to be used. Fig.3, Sheet 2, isan enlarged plan of a large part of such crossing. resents a verticaltransverse section taken in the plane of the dotted line 4 4 of Fig. 3,that face of the section being seen whichfaces to ward the left in Fig.3. Fig. 5, Sheet 2, is a view in perspective of one of the details of myinvention on the same scale as Fig. 3. Fig. 6 is a view, partly inelevation and partly in section, illustrating the preferred constructionof the bolt for locking the switch and of the spring for actuating thebolt.

In the preferred form of my invention as here shown there is one track Awhose rails may be said to be continuous so far as the operation of myinvention is concerned. The right-hand rail of this track is indicatedby the character A R, and the left-hand rail thereof by the character AL. The continuity of each of these rails is readily seen in Fig. 2. Thetrack that crosses track A is indicated by the character B, and thelefthand rail thereof is pointed out by the character B L and theright-hand rail by the character B B. In the track B L there is amovable section CL, and in the track B B there is a movable section OR.Each of these sections GR and CL is between the opposite rails A R and AL of track A, and each of these sections is suitably supported andpivoted at D The two sections are connected Fig. 4:, Sheet 2, rep-' ismoved on its pivot, and the two sections 1 move parallel. Thus when theswitch they represent is open they are parallel, and when the switchthey represent is closed they are parallel and always at the samedistance apart. These sections are, as mentioned, re

spectively supported by the basal pieces DL andDR; but preferablybetween the section above and its basal piece below and fixed upon thebasal piece are runway-bearings G, which enable these sections OR and CLto be the more readily operated with a minimum of friction. Thesebearings elevate the sections OR and CL above their respective basalpieces DR and DL. One end of each of the connectingrods E passes throughthis space and is pivotally connected to the adjacent section on itsouter side at E The object of this lastspecified construction is to havethe rods and rails in proper relation to the center, so that both endsof the movable rail will move the same distance. Such is the preferredform of the connection; but the pitmen may be otherwise pivoted to therail-sections. The sections when their switch is closed are duly lockedinto position. Asuitable lock is shown in Fig. 3 and consists of thebolt H and a recess J, located in the sleeve or part J and adapted toreceive this bolt. A spring. K is fixed so as to elastically move theboltforward toward and into the recess when permitted to do so. Asuitable connection L is provided to draw the bolt and disengage it fromits locking connection. The part J is preferably provided with anextension J whereby it may be bolted to the rail. In the fixedmechanism, as rail A R or a projection thereon, is a recess W, adaptedto engage with the locking end of the bolt H when the :latter isadvanced. Inasmuch as the switch will in most instances be operated bymechanism at points not on the track itself, I provide the followingmeans:

M is a lever connected to one of the sections CL 01-01%. To the free endM of this 10- against the section.

ver is pivotally connected aconnecting-rod N. Due movement of this rodback and forth in the direction of its length operates the lever M. Iconnect the bolt H with means for moving the sections, and to thisv endI preferably employ a connection H at one end fastened tothe bolt and atthe other end to the lever M, so that the draft upon the rod N shalloperate to withdraw the bolt and also to move the sections out and openthe switch. In order to give the lever sufficient play. so that whenmoved it can withdraw the bolt H,wliich it could not do if rigid'withthe section to which it is connected, I pivot the lever M at M to aprojection or lug Pot the section. I provide the lever with two arms Mand M extendingin opposite directions and arranged to alternately bearagainst the section,according as the lever M is moved in one directionor in the other. \Vhen the free end of the lever is moved (see Fig. tothe right, this movement withdraws the bolt, and then the right-hand armM of the lever bears against the section. The section having'beenalready unlocked by the withdrawal of the bolt, the sections will yieldto the operation of the lever and'will open away and move out of linefrom the track B, leaving the latter free for passage over it. Inclosing the switch the lever is moved in an opposite direction, and itsarm M bears against the section. At the same time the bolt is broughtinto engagement with the recess J, and the sections are duly locked inposition. To enable the proper distance the lever M should oscillate toperform its work to be always obtained and also to be maintained as theparts wear, I provide adjusting devices (preferably screws) M M, locatedat the ends of the arms M and M of the lever and arranged to bear Byadvancing or retracting one or the other or both of these parts M therequisite adjustment is quickly and accurately obtained. I

One purpose of my invention is to avoid cutting or cross-channeling therails A L and A R of track A. To this end I make the up per surface ofthe rails B L B B of track B somewhat higher than the upper surfaces ofthe rails of track A. Such elevation of the rails of track B is shown inthe drawings at the ends of the movable sections CL and OR of track B. Iprovide extensions S of the upper portions of these sections, and theseextensions when the sections (switch) are closed, as shown in Figs. 1and 3, so as to use the track B, respectively, bridge the adjacent railsof track A and come close to the adjacent meeting edges of the otherparts of the respective rails 8 L B B oftrack B. Thus when the sectionsCL and OR are closed the rail B B CR B B will be continuous for thetread of the wheels of carriages on track B, and the rail B L CL 15%will be likewise continuous. In sustaining the weight of the carriagespassing over them, especially when loaded, these extensions will bereinforced by' those parts of the rails A L and A 11 which are directlybeneath them. To preserve these extensions, render them more durable,and better fitted to sustain the weight upon the wheels of carriagesmoving on track B, I enlarge the width, as shown. The junction of therail B L and 13 R with the rail A L A 11 will be preferably strengthenedby suitable meansas, for example, the angle-irons T, as shown:Preferably the immediate foundations of these sections and meeting tailsare iron and strengthened substantially as indicated.

The mode in which my invention operates is, no doubt, alreadyunderstood. Suffice it to say that when the free end of the lever M isdrawn away from the bolt H the bolt is disengaged and the sections CLand CR are as a unit (united by the connecting-rods E E) free to bemoved. Further movement of these sections in the same direction in whichit has been moved operates to turn the sections on their pivots andremove them and their extensions altogether away from the rails of trackA. Then the track A is in readiness for carriages to pass upon it. Bymoving the free end of the leverM in the opposite direction the sectionsare returned to their first position, and the bolt H engaging the part Jlocks the sections securely in place, their ends respectively close tothe adjacent rails of track A, and the extensions S will respectivelyoverlap the adjacent portions of the rails of track A. The rails oftrack B are now continuous and the track is in condition for carriagesto pass over upon it.

Where screws are shown in the drawings, bolts may be employed, and viceversa.

It will be understood that one of the advantages of my invention is thatthe sections consisting of the sections CL and CR and their pitman orrod connect-ions will work at any angle-that is, the figure presented bythe sections and their pitmen may be any kind of parallelogram, squareor otherwise.

WhatI claim as new and of my invention, and desire to secure by LettersPatent, is

1. In a construction where tracks cross, track B having railssubstantially continuous, track A whose sections of rails between therails A are pivotally connected to each other by parallel rods, and areadapted to turn together as a unit, and a lock having a bolt H, a sleeveor holder J therefor, a spring for advancing the bolt, the stationarymechanism the inner side of the stationary rail provided with the recessfor engaging the bolt, means for operating the rail-sections locatedbetween the stationary rails, and adapted to withdraw the bolt as therail-sections are opened away from track B, substantially as and for thepurposes specified.

2. In a construction where tracks cross, the rail-sections between trackA adapted to turn simultaneously, and provided with a lockingboltadapted to engage a recess of the fixed mechanism, and a pivoted leverhaving arms adapted to alternately impinge against the mechanism of therail-sections, each arm provided with an adjusting device for increasingor shortening its play relative to such fixed mechanism, and aconnection between this lever and the locking-bolt whereby a movement ofthe lever unlocks the bolt, and a continued movement of the leveroperates the rail-sections, substantially as and for the purposesspecified.

3. In the construction of two tracks crossing one another, thecombination of the continuous rails of one and the movable rail-sectionsof the other, these rail-sections located between the rails of the othertrack, the railsections pivoted at D to their respective beds,connecting-rods E, pivoted to the rail-sections, bearings G on which thesections rest, the connecting-rods each pivoted to one side of onerail-section and to the opposite or farther side of the other section,but one rod being pivoted on the inner side of one railsection while theother rod is pivoted on the outer side of that section, means foropening and closing the rail-sections, and means for locking andunlocking these sections, substantially as and for the purposesspecified.

4. In the construction of two tracks cross-.

ing one another, the combination of the continuous rails of one and themovable rail-sections of the other, these rail-sections located betweenthe rails of the other track, the rails'ections pivoted at D to theirrespective beds, connecting-rods E, pivoted to the rail-sections,bearings Gr on which the sections rest,

the connecting-rods each pivoted to one side of one rail-section and tothe opposite or farther side of the other section, but one rod beingpivoted on the inner side of one rail-section while the other rod ispivoted on the outer side of that section, and lover M pivoted at M tothe rail, and having arms M and M, each provided with an adjusting-screwM a bolt H, sliding in sleeve and adapted to engage recess W, of thefixed mechanism, a spring K, for advancing the bolt, a connection Hbetween the bolt H and the sleeve J substantially as and for thepurposes specified.

5. In the construction of two tracks, crossing one another, thecombination of the continuous rails of one track and the movablerail-sections of the other, these rail-sections located between therails of the other track, and pivoted to their respective beds,connecting-rods pivoted to the rail-sections, a bolt II sliding insleeve J 2 and adapted to engage the recess W located on the inside ofthe rail A a spring for advancing the bolt, the sleeve J 2 beingprovided with the extension J 3 for connecting it to the rail, and meansfor withdrawing the bolt and moving the sections opening and closing therail-sections, substantially as and for the purposes specified.

In witness whereof I have hereunto set my hand to this specification inthe presence of two subscribing witnesses.

CHARLES LEIENDECKER.

Attest:

W. H. OBRIEN, W. E. ENGART.

